JP2014521543A - Power system for ships - Google Patents

Abstract

A power system (3) for automatically maintaining the ship's position is presented. The power system disclosed herein reduces the fuel consumption rate, reduces the risk of carbon deposit accumulation and glazing in cylinder bores in combustion engine driven generators, as well as for some automatic ship position classes. Provide sufficient protection against power outages. The electric power system (3) includes a first combustion engine driven generator (G1), a second combustion engine driven generator (G2), a battery unit (11), and the battery unit (11). A converter unit (9) configured to supply power to the ship (1), and in the first operating state of the power system (3), the first combustion engine driven generator (G1) ) Is configured to supply power to the vessel, and in the second operating state where the first combustion engine driven generator (G1) is in trouble, the second combustion engine driven type A generator (G2) is configured to supply power to the ship, and the converter unit (9) supplies power to the ship during the transition from the first operating state to the second operating state. Configured to supply. Also presented is a segmented power system (2), which is a system comprising several of the above-described power systems (3).
[Selection] Figure 2

Description

  The present disclosure relates to a power system for a ship, and more particularly to a power system that provides a power backup for automatic ship position maintenance. The present disclosure further relates to a segmented power system comprising at least two such power systems.

  Automatic ship position maintenance (DP) is generally a method of maintaining the position and traveling direction of a ship by means of the ship's propulsion. Ships utilizing automatic ship position retention include semi-submersible rigs and drilling vessels.

  Safety rules have been established for self-maintained vessels. These rules define classes DP1, DP2, and DP3. The class rules for DP2 and DP3 ships state that the position must be maintained after a single failure. In practice, this means that a power outage is not allowed. To accomplish this, DP ships are typically operated in a split bus configuration with an open bus connector. In the case of a semi-submersible rig, this generally means a configuration divided into two, and in the case of an excavating ship, it means a configuration divided into three. These configurations are sufficient to prevent power outages and meet class requirements for DP2 and DP3 operation under most environmental conditions.

  The rig is often operated with extra redundancy in addition to the redundancy provided by the split bus configuration. Some rig operators provide a rig with at least two generators operating in each split region during DP operation, minimizing partial blackout risk in each split region. However, the configuration with a plurality of operating generators has several drawbacks.

  The inventor has found that the load on the generator in the configuration having a plurality of operating generators in each divided region is typically as low as 15 to 20% in normal operation.

There are several disadvantages to operating at low loads. For example, such operation is inefficient and results in a high fuel consumption rate of the diesel engine of the diesel generator. In addition, CO ₂ , NO _x , SO _x and particulate matter emissions increase, and the risk of carbon deposition and cylinder bore glazing in diesel engines increases.

  In view of the above, the objective of the present disclosure is for a DP vessel having a sufficient level of robustness against partial and complete power outages while reducing the risk of carbon deposit accumulation and glazing in cylinder bores. It is to provide a power system.

  Another object of the present disclosure is to reduce fuel consumption rates and pollutant emissions to the environment.

  Accordingly, the present disclosure is an electric power system for maintaining a ship's automatic position, which includes a first combustion engine driven generator, a second combustion engine driven generator, a battery unit, and the battery unit. A converter unit configured to supply power to the ship, and in the first operating state of the power system, only the first combustion engine driven generator is to supply power to the ship. Configured, and in a second operating state where the first combustion engine driven generator is in failure, the second combustion engine driven generator is configured to supply power to the vessel, The converter unit provides a power system configured to supply power to the ship during a transition from the first operating state to the second operating state.

  By providing a power system in which at least one combustion engine driven generator, for example a second combustion engine driven generator, is not in operation in normal operation and thus does not supply power to the ship, That is, the load of the first combustion engine driven generator is increased. For example, in the case of a configuration including two generators for each bus division region, the load on an operating generator, that is, a generator that supplies power for maintaining the automatic ship position to a ship is doubled. By increasing the load on the generator, the fuel consumption rate is reduced. Furthermore, when the load increases, the risk of carbon deposits and glazing in the cylinder bore also decreases.

  By providing a power system in which at least one combustion engine driven generator is not operating in normal operation, the accumulation of all engine operating hours for that power system is slower. The low fuel consumption is advantageous in that the fuel cost and emission of harmful substances are reduced. In addition, the accumulation of operating time is delayed, carbon deposit accumulation is reduced, and the risk of glazing in the cylinder bore is reduced, which makes it possible to considerably lengthen the maintenance period of the combustion engine driven generator. Become.

  The first operating state may be a state in which the first combustion engine driven generator is in a normal operating mode. Thus, when the first combustion engine driven generator fails, the second combustion engine driven generator begins to operate, thus supplying power to the vessel. Due to the battery unit and the converter unit, the second combustion engine driven generator operates in the second operating state from the occurrence of a failure of the first combustion engine driven generator in one bus division region. An essentially continuous power supply in the time to start is possible. Accordingly, the battery unit and the converter unit are configured to supply power in a transition between the first operating state and the second operating state.

  A bus division area is herein understood as a separate bus or bus bar, ie one or more bus connectors or buses disconnected from other buses or bus bars.

  An embodiment includes a bus, the first combustion engine driven generator and the second combustion engine driven generator are connectable to the bus, and the converter unit is the bus and the battery unit. Can be connected to.

  An embodiment includes a rotary current transformer, and the converter unit is connectable to the bus via the rotary current transformer. When the rotating current transformer shuts off the operating generator, i.e., the first combustion engine driven generator, the power system frequency and voltage are maintained unchanged until the converter unit starts to supply power. be able to. In particular, maintenance without fluctuations can be achieved by the inertia provided by the rotary shaft or rotor of the rotary current transformer.

  In one embodiment, the rotary current transformer comprises a generator and an induction machine that are electrically connected via a rotary shaft of the rotary current transformer. Advantageously, the converter unit may be equipped with a variable frequency drive device, which makes it possible to control the rotational speed of the induction motor and thus control the power supplied to the ship via the generator. For example, frequency changes of the power system in the case of load fluctuations can be offset. Therefore, the converter unit can supply power to the ship before the rotation of the common rotating shaft of the rotary current transformer is slowed down by some inertial force, thereby providing a continuous power supply without fluctuation to the ship. Can be provided. The generator of the rotary current transformer can cancel the voltage change in the power system. Thus, sufficient robustness can be provided for partial and complete power outages. A partial power outage is understood to mean a power outage or failure of power supply in one bus or bus partition area, and a complete power outage is a power outage or failure in power supply in all buses or bus partition areas. means.

  In one embodiment, the generator is an MV synchronous generator. The MV generator or medium voltage generator can be connected to the bus partition area of the power system, which is typically a medium voltage bus, for example 11 kV.

  In one embodiment, the induction machine is an LV induction machine. An LV induction machine or low voltage induction machine provides an interface between the converter unit and the generator in the rotary current transformer to drive the generator. Therefore, the LV induction machine can be connected to the LV converter unit. As an example, the LV induction machine may be 690V rated, and it can be connected to a low voltage converter unit designed to operate at 690V. Thereby, in one embodiment, existing standard components can be utilized for the converter unit and battery unit that together with the rotary current transformer form part of a power backup device in a power system.

  In one embodiment, the induction machine is connectable to the converter unit and the generator is connectable to the bus. Therefore, the generator, that is, the rotor of the generator is driven by the induction machine. Specifically, the induction machine and the generator share the same rotating shaft for power distribution.

  The converter unit preferably comprises a DC / AC converter, i.e. an inverter which converts the direct current supplied by the battery unit into an alternating current used to control the induction motor.

  In one embodiment, the converter unit is adapted to supply power to the vessel when a power system frequency is below a predetermined threshold. Therefore, the control unit is capable of switching the switching unit of the converter unit, i.e. the semiconductor device, in order to maintain the voltage and frequency level of the power system during the transition between the first operating state and the second operating state. Can be switched appropriately.

  In one embodiment, the converter unit comprises a variable frequency drive device for controlling the rotational speed of the induction motor.

  Advantageously, at least two of the power systems disclosed herein can be utilized in a segmented power system. For this purpose, the segmented power system comprises at least two power systems and at least one bus connector, the at least two power systems being connectable by the at least one bus connector. . Therefore, the segmented power system is a power system for automatically maintaining a ship's position that includes several sets of first and second combustion engine driven generators, and a corresponding battery unit and converter unit set. It is. In DP operation, the bus connector is typically opened to limit fault propagation to a single bus partition area. This configuration reduces the risk of complete blackouts and is typically used for semi-submerged rigs and drilling vessels.

  Preferably, a marine vessel can be equipped with such a segmented power system.

  In general, all terms used in the claims are to be interpreted according to their ordinary meaning in the art, unless explicitly defined otherwise herein. All references to “one / its elements, devices, parts, means, processes, etc.” are, unless expressly stated otherwise, as at least one example of such elements, equipment, parts, means, processes, etc. , And shall be interpreted without limiting the quantity.

  The concept of the present invention will be described by way of example with reference to the accompanying drawings.

It is a top view of the ship which performs automatic ship position maintenance on a water mass. 1 is a schematic diagram of a segmented power system comprising two power systems. FIG. FIG. 3 is a schematic diagram of a backup system for each power system of FIG. 2.

  The concept of the present invention will now be described in more detail with reference to the accompanying drawings, in which certain embodiments are shown. However, it should be noted that the ship and power system disclosed herein may be implemented in many different forms and should not be construed as limited to the embodiments described below. . Rather, these embodiments are presented by way of example, and this disclosure is thorough and complete, and fully conveys the scope of the invention to those skilled in the art. Like numbers refer to like elements throughout the specification.

  Referring to FIG. 1, a marine vessel 1 is shown, which is hereinafter referred to as a vessel. The place where the ship 1 is on the water mass W is shown, and the ship receives the force F1 due to the effects of the environment including wave motion M, tidal current, and wind.

  The vessel 1 may be, for example, a drilling vessel or a semi-submersible rig or other type of vessel using automatic ship position control that controls the position and direction of travel.

  The exemplary ship 1 includes a segmented power system 2 and thrusters 5 a, 5 b, and 7 that are effectively connected to the segmented power system 2. The marine vessel 1 further includes a sensor system and a control system that controls the thruster so that the marine vessel maintains its position and traveling direction even when there is a force F1 acting on the marine vessel 1. Sensor systems and control systems will not be described in further detail below as such systems are well known for the purpose of automatic ship position maintenance.

  Furthermore, it should be noted that the vessel 1 is only one example of a vessel suitable for use with the segmented power system 2 described in more detail below. Accordingly, the ship to which the segmented power system 2 is normally attached may have a thruster or propulsion device configuration different from that shown in the embodiment of FIG. Furthermore, it should be noted that the arrangement of the segmented power system 1 is schematic. Therefore, the segmented power system 1 can be disposed at other positions, or can be disposed at a plurality of other positions in the case of segmented power systems that are distributed.

  Referring to FIG. 1, a ship 1 includes a bow thruster 7 disposed at a bow of the ship 1 in a direction crossing a longitudinal extension line of the ship 1, and two azimuth thrusters 5 a and 5 b. The azimuth thrusters 5a and 5b can be rotated about a substantially vertical axis for controlling the position of the ship 1. Therefore, when the sensor system detects the force F1 applied to the ship 1, the control system sends control signals to the thrusters 5a, 5b, and 7 to generate a propulsive force that provides reaction forces F2 and F3 with respect to the force F1. Supply. For this purpose, the segmented power system 2 is configured to supply power to the thrusters 5a, 5b and 7. Specifically, as will be described later, the segmented power system 2 has the thrusters 5a, 5b, and 7 of the vessel 1 so that the vessel can maintain its position even when a generator fails in the segmented power system 2. Configured to supply power to some or all of the devices.

  The segmented power system 2 presented herein is advantageous in that it provides a safe power supply means for the vessel 1 while reducing fuel consumption and carbon deposit accumulation compared to existing backup power solutions. It is.

  Examples of the power system and the partitioned power system will be described in more detail below.

  FIG. 2 shows a diagram of one embodiment of a segmented power system 2 comprising several power systems 3. Preferably, the segmented power system 2 is a three-phase power system, but it should be understood that fewer or more phase variations are possible.

  Each of the electric power systems 3 includes a first combustion engine driven generator G1 such as a diesel generator and a second combustion engine driven generator G2. In other embodiments, the combustion engine driven generators G1 and G2 may be gas turbines or other combustion engines.

  Each of the first combustion engine driven generator G1 and the second combustion engine driven generator G2 includes a combustion engine driven engine and a generator having a rotor driven by the combustion engine driven engine or the like. Thereby supplying current.

  Each of the power systems 3 further includes a power backup device 10 including a converter unit 9 and a battery unit 11. The converter unit 9 is configured to convert DC power supplied by the battery unit into AC power for power supply to the ship 1, in particular for power supply to a ship thruster for the purpose of automatic ship position maintenance.

  Each of the electric power systems 3 includes a bus 13, in which a first combustion engine driven generator G 1, a second combustion engine driven generator G 2, and an electric power backup device 10 are provided. Connectable via circuit breaker D to selectively control units to be connected to bus 13 of combustion engine driven generator G1 and second combustion engine driven generator G2 and power backup device 10 is there. In one embodiment, the bus 13 may be an 11 kV bus.

  Furthermore, the circuit breaker D is used when one of the first combustion engine driven generator G1, the second combustion engine driven generator G2, and the power backup device 10 is in trouble and needs to be interrupted. Can be used to disconnect any of those devices.

  In the first operating state of the power system 3, the first combustion engine driven generator G1 is connected to the bus 13 so that it can supply power to the ship 1 and its thrusters. The power backup device 10 is also usually connected to the bus 13 so that the converter unit 9 can supply power to the ship 1. In detail, a control unit (not shown) can control the converter unit 9, i.e. the converter so that appropriate power compensation can be provided to the ship if the first combustion engine driven generator fails. It is configured to control the switching of the switching elements of unit 9.

  In the second operation state, in which the first combustion engine driven generator G1 is in trouble, the first combustion engine driven generator G1 is cut off, that is, the circuit breaker is the first combustion engine driven type. The connection from the bus 13 of the generator G1 is cut off. Thereafter, in order to be able to supply power to the ship 1, the second combustion engine driven generator G2 functioning as a standby generator is set to the operation mode. The power backup device 10 is connected to the battery unit 11 and the converter unit during a period from when the failure of the first combustion engine driven generator G1 occurs until the second combustion engine driven generator G2 can generate power in the operation mode. Power is supplied to the ship 1 through 9. Thereby, the voltage level and frequency level of the electric power system 3 can be maintained even during the failure of the generator.

  FIG. 3 shows an example of a power backup device 10-1 that forms part of a power system such as the power system 3. The backup device 10-1 includes a battery unit 11, a converter unit 9 that can be connected to the battery unit 11, and a rotary current transformer 12 that can be connected to the converter unit 9. In one embodiment, the rotary current transformer 12 is a 690V: 11kV rotary current transformer.

  The rotary current transformer 12 includes a motor 15 and a generator 17. The rotary current transformer 12 has a rotary shaft 15-1, that is, a rotor. The rotating shaft 15-1 is preferably a common shaft for the generator 17 and the motor 15. Therefore, when the motor 15 rotates the rotary shaft 15-1 via the converter unit 9, the rotary shaft 15-1 induces a current in the stator of the generator 17. Thereby, the generator 17 supplies electric power to the ship 1 and its thruster.

  In one embodiment, the generator 17 is a synchronous generator. The generator may in particular be an MV synchronous generator that can be connected to the bus 13 and the motor 15. In one embodiment, the motor is an induction motor. In one embodiment, the motor 15 is an LV induction motor. The MV synchronous generator may be adapted to supply, for example, 11 kV, and the LV induction machine may have a 690V input terminal for driving the rotating shaft 15-1.

  The power backup device 10-1 can further include a voltage regulator 19 such as an automatic voltage regulator connected to the rotary current transformer 12. This allows the rotating current transformer 12 to alternate the bus voltage at a constant amplification level even when the first combustion engine driven generator fails or even during load fluctuations.

  In normal operation of the power system 13, the battery unit 11 is charged via the bus 13, the rotary current transformer 12, and the converter unit 9. Alternatively, the battery unit 11 is charged via other means. Furthermore, in normal operation, the power backup device 10-1 is connected to the bus 13, and the generator 17 shares a reactive load with the first combustion engine driven generator G1. Thus, the generator 17 helps prevent interruptions due to voltage control problems.

  The converter unit 11 may comprise a direct torque control (DTC) variable frequency drive device to control the torque of the motor 15 and thus to control the rotational speed.

  When a situation occurs that causes the power system to enter its second operating state, for example, when the first combustion engine driven generator is shut off, the ship 1 is instructed until the converter unit 9 starts to supply power. A rotating current transformer 12 that supplies both active and reactive power maintains the voltage and frequency of the power system without causing fluctuations.

  In one embodiment where the converter unit 9 comprises a variable frequency drive device, frequency control is typically 96%, which corresponds to the lowest rpm value that can occur during the droop mode, typically 57.6 Hz in a 60 Hz power system. This is accomplished by setting a speed reference to The converter unit 9 then starts to supply power as soon as the frequency falls below its set value as a result of either shutting off the generator or large load fluctuations. Note that the power system presented herein can be used at other frequencies than 60 Hz.

    In the case of a power system configuration in which several buses can operate in parallel, for example in the case of a semi-submersible rig in split bus mode, in some embodiments, frequency droop is applied to the speed reference, It is assumed that the converter units in the bus or bus division area can be operated in parallel. Frequency droop means that the speed regulation value of the rotary current transformer 12 decreases as the load on the rotary current transformer, typically the active power load, increases. Using frequency droop, load sharing between generators operating in parallel can be achieved without requiring common speed control of the generators. A power system in which the relationship between the generator load and the regulated value is predetermined and does not change during normal operation is called a fixed droop power system.

  In a fixed droop power system, additional capabilities can be achieved by carefully selecting the droop curve of the converter unit. For example, in one embodiment, the converter unit is designed to supply that power when the load on the generator is between 60% and 80%, thus reducing the peak load and sufficient for the combustion engine driven generator. A form that helps maintain power reserves can be achieved.

  In one embodiment, the drive torque and brake torque limits for the variable frequency drive device can be controlled by a battery management application that can run in the PLC overriding the basic settings. The PLC application can also include functions for starting the rotating current transformer with battery power and synchronizing with the power system. Without being constrained by the combustion engine, the rated speed of the rotary current transformer can be selected more freely to optimize its cost, weight, and moment of inertia (frequency dynamics). The small duty cycle means that the size can be reduced and the size and weight can be further reduced.

  In an alternative embodiment, the power system includes a power backup device that includes a battery unit, a converter unit connectable to the battery unit, and a transformer (not shown) connectable to the bus. Is provided. In this embodiment, the converter unit can be connected to one side of the transformer winding and the bus can be connected to the other side of the transformer winding. The transformer may be, for example, a 690V: 11kV transformer. Thereby, a low voltage converter unit can be connected to the medium voltage bus.

  In this embodiment, the converter unit comprises a controller that ensures that it maintains the voltage and frequency of the bus in the event of a sudden failure of the first combustion engine driven generator. The controller also includes active power and reactive power supplied by the converter unit during the transition between the first operating state, the second operating state, and the first operating state and the second operating state. Configured to ensure accurate control of the.

  In any embodiment, the capacity of the battery unit 9 can be selected, for example, in the range of 25-75 kWh. The relatively low capacity battery units that can be utilized are for the short time required to start a spare combustion engine driven generator, typically less than a minute. Thus, by combining a low required power capacity with a short duty cycle and a high voltage, the peak power can be satisfied with a battery of a modest size.

  The concept of the present invention has been described above with reference to some embodiments. However, as will be readily appreciated by those skilled in the art, other embodiments than those described above are equally possible within the scope of the inventive concept as defined in the appended claims.

In normal operation of the electric power system 3 , the battery unit 11 is charged via the bus 13, the rotary current transformer 12, and the converter unit 9. Alternatively, the battery unit 11 is charged via other means. Furthermore, in normal operation, the power backup device 10-1 is connected to the bus 13, and the generator 17 shares a reactive load with the first combustion engine driven generator G1. Thus, the generator 17 helps prevent interruptions due to voltage control problems.

Claims (12)

A power system (3) for automatically maintaining the ship's position (1), the power system (3) comprising:
A first combustion engine driven generator (G1),
A second combustion engine driven generator (G2),
A battery unit (11), and a converter unit (9) configured to supply power from the battery unit (11) to the ship (1),
In the first operating state of the power system, only the first combustion engine driven generator (G1) is configured to supply power to the ship (1), the first combustion engine driven type. In the second operating state where the generator (G1) is in trouble, the second combustion engine driven generator (G2) is configured to supply power to the vessel (1), and the converter The unit (9) is a power system (3) configured to supply power to the vessel (1) during the transition from the first operating state to the second operating state.   The power system (3) according to claim 1, wherein the first operating state is a state in which the first combustion engine driven generator (G1) is in a normal operation mode.   The converter unit includes a bus (13), and the first combustion engine driven generator (G1) and the second combustion engine driven generator (G2) can be connected to the bus (13). The power system (3) according to claim 1 or 2, wherein (9) is connectable to the bus (13) and the battery unit (11).   The power system (3) according to claim 3, comprising a rotating current transformer (10), wherein the converter unit (9) is connectable to the bus (13) via the rotating current transformer (10). ).   The rotary current transformer (10) includes a generator (17) and an induction machine (15) electrically connected via a rotary shaft (15-1) of the rotary current transformer (10). The power system (3) according to claim 4.   The power system (3) according to claim 5, wherein the generator (17) is an MV synchronous generator.   The power system (3) according to claim 5 or 6, wherein the induction machine (15) is an LV induction machine.   8. The induction machine (15) according to any one of claims 5 to 7, wherein the induction machine (15) is connectable to the converter unit (9) and the generator (17) is connectable to the bus (13). Electric power system (3).   9. The converter unit (9) according to any one of the preceding claims, wherein the converter unit (9) is adapted to supply power to the vessel (1) when a power system frequency is below a predetermined threshold. Power system (3).   The power system (3) according to any one of claims 5 to 9, wherein the converter unit (9) comprises a variable frequency drive device for controlling the rotational speed of the induction motor (15).   11. A partitioned power system (2) comprising at least two power systems (3) according to any one of claims 1 to 10 and at least one bus connector (D), the at least two The power system (3) is a segmented power system (2) connectable by the at least one bus connector (D).   Ship (1) comprising a segmented power system (2) according to claim 11.

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